Operable skate type of railway car retarder

ABSTRACT

This invention relates to an operable skate type of railway car retarder including a plurality of inner and outer levers pivotally supported on the cross ties and physically disposed on opposite sides of a track rail. Each of the inner and outer pivotal levers supports an elongated braking element which is disposed parallel to the track rails. Each of the outer pivotal levers of the car retarder is operated by an actuating mechanism. Each actuating mechanism includes a power operating unit as well as a locking unit. The power operating unit utilizes a fluid piston and cylinder as well as slide piston and guide cylinder to raise the outer lever to cause the braking element to assume a braking position. The locking unit includes a fluid piston and cylinder operating a lock block which engages the slide piston and locks the lever in its braking position or disengages the slide position and releases the lever allowing the retarder to assume its nonbraking position.

United States Patent Noble [111 3,827,533 [451 Aug. 6, 1974 OPERABLE SKATE TYPE OF RAILWAY CAR RETARDER [75] lnventor: Peter M. Noble, Valencia, Pa.

[73] Assignee: Westinghouse Air Brake Company,

Swissvale, Pa.

[22] Filed: Jan. 2, 1973 [21] Appl. No.: 320,310

[52] US. Cl. 188/62 [51] Int. Cl B6lk 7/08 [58] Field of Search 188/32, 62

[56] I References Cited UNITED STATES PATENTS 3,209,865 10/1965 Wynn 188/62 Primary ExaminerDuane A. Reger Attorney, Agent, or Firm-J. B. Sotak; H. A.

Williamson [57] ABSTRACT This invention relates to an operable skate type of railway car retarder including a plurality of inner and outer levers pivotally supported on the cross ties and physically disposed on opposite sides of a track rail. Each of the inner and outer pivotal levers supports an elongated braking element which is disposed parallel to the track rails. Each of the outer pivotal levers of the car retarder is operated by an actuating mechanism. Each actuating mechanism includes a power operating unit as well as a locking unit. The power operating unit utilizes a fluid piston and cylinder as well as slide piston and guide cylinder to raise the outer lever to cause the braking element to assume a braking position. The locking unit includes a fluid piston and cylinder operating a lock block which engages the slide piston and locks the lever in its braking position or disengages the slide position and releases the lever .allowing the retarder to assume its nonbraking position.

10 Claims, 4 Drawing Figures PATENIEB 5 SHEU 2 OF 2- OPERABLE SKATE TYPE or RAILWAY CAR RETARDER This invention relates to a skate type of weight proportional car retarder which is operably actuated to assume either a braking'or a nonbraking position. More particularly, this invention involves an actuating mech-.

anism including a fluid power operator and locking unit for controlling the condition of a car wheel frictional engaging type of railroad braking apparatus.

It is conventional practice to employ skates or chocks at the exiting ends of the railway class tracks in classification yards and also at the certain points in industrial and commercial sidings or spur tracks to brake and stop oncoming railway vehicles and subsequently to hold them in place. The skate or chock is generally manually placed on one of the rails of the trackway so that the treadle or circumferential surface of the wheel or wheels will be frictionally retarded and will result in the halting of the railway vehicle. In order to alleviate the shortcomings, such as, the manual placement and removal of the skates or checks by a brakeman or other personnel, it is preferable to employ vehicle stopping apparatus which require little, if any, handling by attending workmen. It is now becoming common railroad practice to utilize a weight proportional car retarder in placeof the previously used skates or chocks. However, the railroad industry is now faced with the problem of noise pollution, such as, the wheel screening sounds that are generated when the railway vehicles are pulled from the bowl class tracks through the skate retarder by a departure yard locomotive or engine. In view of the recently enacted noise abatement ordinances by many of the cities, towns, and other municipal governments, it is mandatory to suppress or at least decrease the level of the squealing sounds that are produced by frictional wheel engaging car retarders. In addition, the passage of the Occupational Safety and Health Act requires the employer assure as far as possible every working man and woman in the nation safe and healthful working conditions and to preserve our human resources. The scope of the Act encompasses noise pollution, and thus the wheel squealing noise producedin a frictional type of skate car retarder must be dramatically reduced and preferably eliminated, particularly, during withdrawal or pullout perierable skate car retarder which is movable between a eds. The wheel squealing noise is produced by the" brake shoes frictionally rubbing the sides of the moving car wheels which results in severe vibrational agitation that results in extremely loud and intense sounds to be created during a pullout operation. Thus, it is necessary to maintain the retaining or braking function of the skate retarder during classification operation, but it is essential to avoid generating wheel squealing .or screeching during pullout operation. As mentioned above, the noise problem is caused by the rubbing action that takes place between the wheels and brake shoes. Hence the wheel squealing sounds may be completely eliminated by precluding any braking effort to occur when railway vehicles are pulled through the weight proportional skate car retarder by a departure engine. In addition, the frictional rubbing action causes excessive mechanical wear on the brake shoes or braking rails which drastically reduces the useful life of the braking elements. It has been found that the abrasive action that ordinarily occurs during pullout dramatically reduces the life of the braking elements which therefore greatly increases the maintenance cost of the car retarder and the accelerated abrasion also demands frequent adjustments of the braking elements for maintaining effective and efficient retarder operation. Hence, it is desirable to normally maintain the skate car retarder in its braking position during classification of the railway vehicles and to periodically move the skate car retarder to its nonbraking position during withdrawal of the railway vehicles. Further, the power required or the load demanded of the departure yard locomotive is drastically reduced by the elimination of the frictional drag on the wheels of the string of cars during pullout.

Accordingly, it is an object of this invention to provide an operable skate type of weight proportional car retarder for effectively braking the wheels and stopping free rolling railway cars and for holding the wheels and for selectively allowing the free passage of the wheels of the moving railway cars.

A further object of this invention is to provide an opbraking and a nonbraking position.

Another object of this invention is to provide an actuating mechanism for a weight proportional skate car retarder which frictionally brakes the wheels of railway vehicles during classification operation and which allows the free passage of the wheels of the railway vehicles during pullout operation.

Still another object of this invention is to provide a plurality of actuating mechanisms for opening a skate type of car retarder wherein little, if any, wheel squeal is produced when railway cars are withdrawn from a track by an engine.

Still a further object of this invention is to provide a railway weight proportional car retarder which is operated to frictionally engage the wheels for stopping railway cars and which is adapted to disengage the wheels so that screeching sounds will not be generated when the railway cars are pulled out of the retarder.

Yet another object of this invention is to provide an operable weight proportional skate car retarder having a plurality of operating units which are moved to a braking position for stopping oncoming railway cars and which are allowed to move to a nonbraking position to permit free withdrawal of the railway cars so that noise pollution is effectively avoided and frictional wear is markedly reduced.

Yet a further object of this invention is to provide a unique releasable skate type of railway car retarder which is economical in cost, simple in construction, easy to install, reliable in operation, durable in use, and efficient in service.

Briefly, the objects of this invention are achieved by providing a plurality of actuating mechanisms for a skate type of weight proportional car retarder. The car retarder includes a plurality of operating units utilizing a pair of pivotal levers and frictional braking elements mounted on opposite sides of the track rail. Each of the actuating mechanisms includes a power operating unit and a locking unit. The power operating unit includes a fluid piston and cylinder for moving a slide piston within a guide cylinder. One end of the fluid cylinder and the guide cylinder is fixedly mounted to a flat steel support or base plate which is mounted and securely fastened to the top of the cross tie. The other end of the fluid cylinder accommodates the piston rod which is selectively movable between a retracted and extended position. The free end of the piston rod is cooperatively associated with the upper end of the slide piston. The upper end of the slide piston is pivotally connected to a journal pin which is securely fastened to the lower outer extremity of one of the pair of pivotal levers. The locking unit is also mounted on the upper surface of the tie-carried base plate. The locking unit includes a fluid piston and cylinder as well as a lock block which engages the lower end of the guide piston and locks the pivotal. lever in its upper or braking position. That is, the extension of the piston rod causes the slide piston to move upwardly so that the pivotal lever is raised causing the braking elements to close and assume a braking position. The disengagement of the lock block with the slide piston causes the fluid piston and the slide piston to contract or to collapse so that the retarder will assumeits nonbraking position.

The above objects and other attendant features and advantages of this invention will become more fully evident from the following detailed description when considered in connection with the accompanying drawings, wherein:

FIG. 1 is a top plan view of a skate type of weight proportional car retarder of the present invention showing the end operating units and two intermediate operating units with the other intermediate operating units being broken away for the purpose of convenience.

FIG. 2 is an enlarged fragmentary side elevational view of the car retarder embodying the present inventron.

FIG. 3 is an enlarged partial horizontal sectional view taken along the lines IIIIII of FIG. 2, illustrating the locking unit in its locked position for holding the skate type of weight proportional car retarder in its upper or braking position.

FIG. 4 is an enlarged partial horizontal sectional view similar to FIG. 3 except that the locking unit is in its unlocked position so that the car retarder assumes its lower or nonbraking position.

Analogous parts will be represented by similar reference characters throughout the several views of the drawings.

Referring now to the drawings, and in particular to FIG. 1, the reference characters R1 and R2 designate the rails of ,a stretch of railway track over which the wheels of railway cars traverse and enter the braking apparatus embodying the invention. It will be under-.

stood that the rails R1 and R2 are suitably connected to the respective ends of the class orstock rails S1 and S2 in the usual manner by means of rail joints. It will be appreciated that the fasteners or spikes for securing the stock rails allow 'sufficient vertical lift of the rails for a suitable distance outside the ends of the retarder to permit the running rail in the retarder to lift a given amount. In practice, a conventional 33 ft. retarder will have a vertical movement of approximately /2 of an inch at 6 ft. outside the end of the retarder. It will be understood that the fastening of the rails R1 and R2 to the stock rails S1 and S2 at the other end is achieved in a corresponding manner. As shown, the stock rails S1 and S2 as well as the rails R1 and R2 rest upon the wooden cross ties CT which are suitably anchored in a conventional manner, such as, being set in ballast in the ground.

As shown, the rail R1 of the braking apparatus or weight proportional car retarder is preferably supported and carried by a plurality of suitably spaced operating units OU, each of which consists of a pair of substantially identical pivotal levers 2A and 2B, of the general known type, disposed laterally on opposite sides of the rail R1. In viewing FIG. 2, it will be noted that the pivotal levers 2A and 2B are weldments each being an assembly of pieces that are welded together. As shown, the two levers 2A and 23 have their inside bottom portions securely held in suitable relationship by means of a through tie bolt 3. As shown in the drawings, the upper surface of the inside bottom portions of each of the levers 2A and 2B carries the flange or base portion of the rail R1. The lower surfaces of the inside bottom portions of each of the levers 2A and 2B include a contact rod or bar 4A and 43, respectively. The contact rods 4A and 4B normally rest upon the upper surface of a horizontal bearing plate 5a of a suitable cradle 6. The cradle includes two vertical side supporting plates 5b and 50 which are secured, such as, being welded, to the upper surface of a bearing support plate 7. The plate 7 rests on the top and is suitably secured, such as being bolted, to the wooden cross tie CT. In order to provide a more stable supporting arrangement the bearing plate 7 is welded to a pair of oppositely disposed angle irons, one of which is characterized by numeral 8. The angle irons are secured to the cross tie CT by through bolts 9. As shown, the upper inner end of each of the levers 2A and 2B of the operating units supports the braking elements which may consist of conventional braking rails, or, as shown, brake beams 10A and 10B and removable brake shoes 11A and 11B. In viewing FIG. 2, it will be noted that the brake shoes 11A and 11B are adapted to frictionally engage the opposite sides of a car wheel 13 when the weight proportional car retarder is in its braking position.

For the sake of convenience, let us assume that the presently described weight proportional car retarder is located at the exit end of a class track in a multi-track railroad classification yard. In such an environment the car retarder is normally set in its closed or braking position, in order to retard, stop and hold the oncoming cars by frictionally engaging the opposite sides of the wheels of the cars, as shown in FIG. 2. Normally, the first railway car or vehicle of a string of cars is stopped by the car retarder to prevent the remaining oncoming vehicles from exiting the class track until such time as it is desirable to withdraw or pull out the string of cars for a train makeup in the departure yard. When the cars in the class track are ready for makeup, a departure yard locomotive or engine enters the class track and couples to the first car and pulls the string of cars from the class track. It has been found that the pulling of the cars through a closed skate type of weight proportional car retarder results in severe wheel squealing noises and excessive mechanical wear due to the frictional rubbing action occurring between the brake shoes 11 and the sides of the wheel 13. The noise emanating from the retarder not only is annoying but also is harmful to attending personnel since car retarder noise levels have been measured in excess of l30db (decibels) which is well in excess of the threshold of pain level. In addition, in some yard installations the wheel squealing sounds are in violation of the noise abatement ordinances of the community. Thus, in order to comply with local, state, and federal law, it is necessary to reduce and preferably to eliminate the wheel squeal caused by the frictional rubbing action that would normally occur during pullout or withdrawal operations.

Thus, in order to eliminate the noise problem as well as to reduce the mechanical wear on the brake shoes 11A and 11B, and to lessen the normally required pullout load on the departure yard engine, it is advantageous to move the retarder to an open or nonbraking position during pullout. As shown in FIG. 1, the outside ends of the inner levers 2B are pivotally mounted on suitable suppirting stands or members 14. The stands 14 position the levers 2B to be at approximately the same height of the outer levers 2A when they are in their braking position. The predetermined fixed heights are determined by the average width of the traversing car wheels to ensure that maximum braking efforts are exerted on the wheels as they enter the weight proportional car retarder. As shown in FIG. 1, each of the operating units OU includes a selectively operated actuating mechanism AM. It will be appreciated that each of the actuating mechanisms AM is similar and substantially identical in construction, and therefore the details of only one of the mechanisms AM need be described to fully understand the structural features and the functional operation thereof. Each of the actuating mechanisms AM includes a power operating unit POU and a locking unit LU.

In viewing FIGS. 2, 3, and 4, it will be noted that the power operating unit POU includes a primary fluid piston-cylinder device and a secondary piston-cylinder device. The primary device includes a single fluid inlet cylindrical member 15 and an internal piston 16 which is attached to a piston rod 17. The piston 16 and piston rod 17 are movable between an extended and contracted position by a suitable supply of pneumatic or hydraulic pressure, such as, a wayside fluid source F8. The fluid source FS generally includes a reservoir, a motor driven pump or compressor, and an electrofluidic control valve which may be remotely operated from a control center, such as the tower of the yardmaster or via a local control switch. The fluid source FS is located alongside of the retarder and is coupled to the single inlet of the cylinder 15 by means of conduit line L1. The closed or back end of the piston 15 is provided with bottom, front and back flanges 19a and 19b which are bolted to a flat horizontal base plate or support plate 20. The base plate 20 is securely fastened to the top of a cross tie CT by means of lag bolts 29 or the like. The flat base plate 20 provides an appropriate support for the remaining parts or elements of the actuating mechanism AM which may be put together at a subassembly location. It will be appreciated that the base plate 20 facilitates the positioning and assembling of the various parts or elements of the actuating mechanism AM. As shown, the open or rod end of the cylinder is fitted with a bearing and seal for the piston rod 21. The remote or free end of the piston rod 17 is cooperatively associated with the secondary piston-cylinder device. As shown in FIG. 2, the secondary pistoncylinder device includes a slide piston and a guide cylinder 26. The upper end of the side piston 25 is covered by a disk or circular plate 27 which is welded to the piston. As shown, the under side of the plate 27 is provided with depending journal blocks 28 to which the free end of the piston rod 17 is connected by pivot pin 29. The guide cylinder may be securely attached to the upper surface of the base plate 20 by being spot welded at selected points around its lower peripheral edge. As shown in FIG. 2, the upper side of the plate 27 is provided with a clevis member 30 which is pivotally connected to a pin or rod 31. The pin 31 is securely attached, such as by being spot welded to the under side of the outer end of the outer lever 2A. The lower end of the slide piston 25 is fitted with an apertured disk or plate 18 which is welded in place, the purpose of which will be described in greater detail hereinafter.

The locking unit LU includes a dual inlet cylindrical member 35 and an internal piston (not illustrated) which drives a piston rod 36. The piston and piston rod 36 are movable between an extended and a retracted position by the application of pressure to either conduit line L2 or conduit line L3 from the fluid source FS, respectively. Like line L1, the application of pressure to lines L2 and L3 may be selected by an operator at a remote location. As shown, the cylinder 35 is securely fastened to the top of base plate 20 by bolts 37. A pair of flange members 38 and 39 are provided on opposite sides of the cylinder 35. The flanges include a pair of elongated slots which allow for the adjustment of the lock unit LU relative to the operating unit POU. The operating rod 36 is connected to a lock block 40 which is shifted between a locked position, as shown in FIGS. 2 and 3, and an unlocked position, as shown in FIG. 4. The lock block 40 takes the form of a bifurcated or tined member which slides under the piston member 25 and the under surface of the apertured plate 18. Thus, once the lever 2A is placed in its upper braking position, there is no need to apply pressure to the inlet conduit Ll of the piston member 25. Accordingly, once the lever 2A is raised to its upper braking position, no further energy need be expended in maintaining it in its braking position. Thus, locking plate 18 and bifurcated block 40 maintain the retarder in its upper, braking position until other positive action is taken as will be described presently.

In a classification yard environment, the car retarder is generally held in its braking position until such time as it is desired to withdraw the railway vehicles from a particular class track. If it is desired to pull the string of vehicles from the class track, the retarder is opened or moved to its nonbraking position. In order to move the car retarder to its nonbraking position, it is simply necessary to apply pressure to the line L3 from the fluid source FS and to have the line L1 vented, for example, to the atmosphere in a pneumatic system or to a reserve or accumulation tank in a hydraulic system. The retraction of the piston and rod 36 causes the bifurcated lock block 40 to move to and assume a position as shown in FIG. 4. This allows the slide piston 25 and the piston 16 and rod 17 to be moved to a retracted position by gravity. Thus, the levers 2A are lowered to a point where the gap between the brake shoes 11A and 11B becomes larger than the width of the car wheels 13 so that no rubbing action takes place. Thus, free passage of the vehicles is permitted without generation of wheel squeal and without mechanical frictional wear on the wheel engaging surfaces of the brake shoes. After the last car has been withdrawn, the retarder may be moved to its braking position simply by applying pressure from the fluid source PS to the line L1. Thus the piston 16 is moved upwardly which in turn causes slide piston 25 and the rod 17 to assume the position as shown by the solid lines in FIG. 2. Thus, the car retarder is returned to its braking position so that the forthcoming vehicles of the next string of cars to be classed are held until pullout time.

ln practice, the position of the car retarder is normally controlled by an operator located in the central control tower of the classification yard. As previously mentioned, once the levers are moved to their raised position and the lock block abuts the slide piston 25 and the apertured disk 18, the source of pressure may be immediately removed so that power consumption is minimized. 1

From the foregoing description it will be noted that the presently described invention utilizes a simple, arrangement for actuating and controlling a weight proportional skate car retarder which provides sufficient braking effort to stop oncoming vehicles and for holding the wheels for an indefinite period of time and yet selectively allows the free passage of railway cars through the retarder during withdrawal or pullout operation.

While the presently disclosed skate retarder equipment has beendescribed in relation to classification yards, it is readily understood that the present invention may be employed in other applications, such as, car dumping, industrial sidings, as well as in other environmental surroundings having need of my invention. But regardless of the manner in which the invention is used, it is understood that various alterations may be made by persons skilled in the art without departing from the spirit and scope of this invention. It will also be apparent that any modifications and changes can be made in the presently described invention and, there fore, it is understood that all changes, equivalents, and modifications within the spirit and scope of this invention are herein meant to be included in the appended claims.

Having thus described my invention, what I claim is:

1. An operable skate type of car retarder comprising, a plurality of operating units spaced along the length of the track rail, each of said plurality of units including an inner and an outer pivotal lever carried by the cross ties and disposed on the respective sides of the track rail, a braking element being carried by each of said levers, a plurality of actuating assemblies each including a fluid power operating means and a locking means,

said power operating means cooperatively associated with the outer end of each of said outer levers and movable between a braking and a nonbraking position, and said locking means adapted to be moved into engagement with said power operating means for locking the car retarder into its braking position and adapted to be moved out of engagement with said power operating means for allowing the car retarder to assume its nonbraking position. T, I

2. An operable skate type of carf retarder as defined in claim 1, wherein each of said plurality of said actuating assemblies includes a bearing plate which is carried by the cross ties.

3. An operable skate type of car retarder as defined in claim 1, wherein said power operating means includes a fluid operated piston and cylinder.

4. An operable skate type of car retarder as defined in claim 3, wherein said fluid operated piston moves a slide piston within a guide cylinder.

5. An operable skate type of car retarder as defined in claim 4, wherein said slide piston is connected to said outer lever and said guide cylinder is mounted to the top of a cross tie.

6. An operable skate type of car retarder as defined in claim 1, wherein said locking means includes a fluidically controlled throw member into and out of engagement with said power operating means.

7. An operable skate type of car retarder as defined in claim 1, wherein said locking means includes a horizontal reciprocable member which is moved into and out of engagement with said power operating means by a fluid actuated piston and cylinder.

8. An operable skate type of car retarder as defined in claim 4, wherein said locking means includes a lock block which is moved under said slide piston to lock the car retarder in its braking position.

9. An operable skate type of car retarder as defined in claim 8, wherein said lock block is moved under said slide piston by a rod member which is actuated by a fluidic piston and cylinder.

10. An operable skate type of car retarder as defined in claim 5, wherein the upper end of said slide piston is pivotally connected to the underside of said outer levers. 

1. An operable skate type of car retarder comprising, a plurality of operating units spaced along the length of the track rail, each of said plurality of units including an inner and an outer pivotal lever carried by the cross ties and disposed on the respective sides of the track rail, a braking element being carried by each of said levers, a plurality of actuating assemblies each including a fluid power operating means and a locking means, said power operating means cooperatively associated with the outer end of each of said outer levers and movable between a braking and a nonbraking position, and said locking means adapted to be moved into engagement with said power operating means for locking the car retarder into its braking position and adapted to be moved out of engagement with said power operating means for allowing the car retarder to assume its nonbraking position.
 2. An operable skate type of car retarder as defined in claim 1, wherein each of said plurality of said actuating assemblies includes a bearing plate which is carried by the cross ties.
 3. An operable skate type of car retarder as defined in claim 1, wherein said power operating means includes a fluid operated piston and cylinder.
 4. An operable skate type of car retarder as defined in claim 3, wherein said fluid operated piston moves a slide piston within a guide cylinder.
 5. An operable skate type of car retarder as defined in claim 4, wherein said slide piston is connected to said outer lever and said guide cylinder is mounted to the top of a cross tie.
 6. An operable skate type of car retarder as defined in claim 1, wherein said locking means includes a fluidically controlled throw member into and out of engagement with said power operating means.
 7. An operable skate type of car retarder as defined in claim 1, wherein said locking means includes a horizontal reciprocable member which is moved into and out of engagement with said power operating means by a fluid actuated piston and cylinder.
 8. An operable skate type of car retarder as defined in claim 4, wherein said locking means includes a lock block which is moved under said slide piston to lock the car retarder in its braking position.
 9. An operable skate type of car retarder as defined in claim 8, wherein said lock block is moved under said slide piston by a rod member which is actuated by a fluidic piston and cylinder.
 10. An operable skate type of car retarder as defined in claim 5, wherein the upper end of said slide piston is pivotally connected to the underside of said outer levers. 